Sorry mate – I dont know when Gunston wrote his wise words or if his catalogues are on many design company’s reading lists. I would assume neither answers are very positive.

Comet was the very first pressurised airframe – brand spanking new technology with not a lot in the way of lessons (much like the all new 787!) – and previous designs were all going towards square windows for new realms of comfort in the bright new world of the late 40’s.

Anyone can make mistakes.

The passenger task was dropped (briefly it seems!) because of the rediculous non aisle lighting issue, despite the fact that the RAF seat there passengers facing backwards which is a darned sight safer than the normal civil airline seating arrangement.

Not just the the lack of “EMGY Cabin Lighting” but a host of other avionic upgrades, to make them fit into modern PAX airways, that were “not adopted” by those that pay. TCAS/TAWS, RVSM, FM Immunity (I think), and finally – Noise! VC10s are not compatible with new civil airport noise levels (introduced in the early 2000’s?)

I remember being in the Power Plant bay at Odiham in 87. One of the riggers was crew chief and some of the bits were cleaned up in the bay. Think some of the rotor blade that was totalled in the bridge strike was mounted on wood and sold to raise funds.

Erm… I think thats me!

From 1984-89 I sort of co-ordinated all the crews for airshows and the maintenance checks in between. Some of the wrecked blades (We were given quite a few) were sawn up and glued to Plywood planks and sold at airshows – Actually they looked quite good, a nice cross section of blade construction.

Built as part of the Vietnam requirements as Contruction No. 13560 and registered in 1974 with the US Serial 73-71872 it was sold to the Argentine Army in 1975 and re-registered as AE413.
It was found on the Stanley Sportsfield on or after 17th June 82 intact and was “comandeered” by Rob Tierney to help move the brit troops about. In fact it did 16 Hrs 10 Mins moving 114 pax and 11,100lbs of freight (I still have a copy of the FI Log)

During the rounds of publicity & airshows after the war the RN rammed a bridge with one of the Blades causing enough damage to write off anyone else’s helicopter – but not Rob Tierney’s! All it needed was lots of structural work , new MGB, MRH, Blades, Shafts, etc, etc, etc.

As is said earlier – he became a world renowned scrounger and spares dropped in from places we never knew had cars, let alone helicopters. One morning a Saudi Herc dropped into Odham, pushed out two relatively young Main Blades, and flew off again!

Loads of work was done (free) by a few airframe engineers before I got there – so I’d big it up for those guys…Brian McD, Emlyn P, Spud Murphy Sam B, etc. Dont know where any are now. I left due to a Posting to Germany but
I actually got my A&C Licences from the experience and haven’t looked back since.

In the end all the RAFBF needed was a Tail Rotor Spindle and “we” had to buy it!! and it was flying quite soon after that:D

Thanks for sparking a memory
Rigga